Derailing and replacing attachment for street-cars



(No Model.)

A. P. B. HENNIG & A. RETTIG.

DERAILING AND REPLACING ATTACHMENT FOR STREET 0153s.

N 357.827- Patented Feb. 15, 1887. (fig J.

WITNESSES: gggyop: ww um.

ATTORNEYS.

N. PETERS. Fhflo-Li'hugnpbcr. Washington, D, C.

lln'iTnn STATES PATENT OFFICE.

ALBERT F. B. HENNIG AND ADAM RETTIG, OF DENVER, COLORADO.

DER/HUNG AND REPLACING ATTACHMENT FOR STREET-CARS.

EPECIFICATEON forming part of Letters Patent No. 357,827, dated February 15, 1887.

Application filed June 9, ISFG. Serial No. 204,612.

To aZZ 10720712, it may concern:

Be it known that we, ALBERT F. B. HEN- NIG and ADAM RETTIG, both of Denver, in the county of Arapahoe, and in the State of Colorado, have invented a new and Improved Derailing and Replacing Attachment for Street- Gars, of which the following is a full, clear, and exact description.

The object of our invention is to provide a new and improved attachment for street-cars, by which the car can be derailed and replaced on the rails.

The invention consists of a wheel mounted on an arm pivoted to a cross-head sliding in a curved guide attached to the bottom of the car, and of a device for moving the cross-head forward or backward in the guide.

The invention also consists ofvarious parts and details and combinations of the same, as will be fully described hereinafter, and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is a longitudinal sectional elevation of our improvement attached to a streetcar. Fig. 2 is a bottom view of the same. Fig. 3*is a cross-section of the same, showing the car derailed.

The car A, of any approved construction, is provided with the usual driving-wheels, B, mounted on the axles 0. To the bottom D of the car A is secured the bracket E, carrying the curved guide F, which bends from the bracket E downward and toward both ends of the car, passing below the axles O and ter minating in front of the same. In the guide F is mounted to slide the cross-head G, on which is centrally pivoted the forked arm H, carrying on its lower end the wheel I. To the cross-head G is secured one end of a chain, J, which passes first under a roller, K, mounted on one end of the guide F, and then around a sprocket-wheel, L, attached to a turning-staff, M, on the front platform of the car, and then the chain J passes over and around a pulley, N, having its bearing on the rear end of the bottom of the car, and then runs under a roller, K, mounted on the other end of the guide F,

(No model.)

and the other end of the chain J is then fastened to the crosshcad G.

The operation is as follows: When it is desirable to run the car out of its track, on account of obstructions in front of it or for other reasons, the operator turns the staff M so as to cause the cross-head G to slide to ward the front of the car in the guide. F. This forward and downward motion of the cross-head G brings the wheel I in contact with the ground, and when the cross-head G is in itslowest position, directly under thefront axle O, the car is raised and the front wheels are over the rails, as shown in Fig. 3. The operator then starts the car, which rests on three wheels, to either the right or left and drives off of the track. The wheel I, on account of its pivoted arm H, turns toward the direction in which. the car is running. The car can then be driven around the obstruction which was in front of it on the track, and can then be driven on the track again. As soon as the front wheels stand above the rails the operator turns the staff M in the opposite direction, which pulls the crosshead G and its wheel I back to the cen-r ter of the car, thus lowering the front end of the car and replacing the front wheels on the track. If the rear wheels of the car do not run upon the track, the operator continues turning the staff M in the same direction, so that the cross-head G slides under the rear axle, and thereby raises the rear wheels of the car from the track. The car is then started forward until'the hindv wheels are above the track. Then the operator turns the staff M in the opposite direction, so as to cause the cross-head G and its wheel I to move to the center of the car, thereby lowering the rear end of the car and replacing. the hind wheels on the track.

Having thus fully described our invention, we claim as new and desire to secure by Let-. ters Patent- 1. In a derailing and replacing attachment, the combination of a curved guide attached to the bottom of a car, with a cross-head adapted to slide in the said guide, and an arm pivoted on the cross head and carrying a wheel on its lower end, substantially as shown and described.

, guide, substantially as shown and described.

2. In a derailing and replacing attachment, said forked arm H, in combination with the a curved guide attached to the bottom of the chain J, attached to the cross-head G, the staff car, in combination with a cross-head adapted M, carrying the pulley L,the pulley N, mounted z 5 to slide in the said guide, an arm pivoted to on the bottom of the car, and the rollers K the said cross-head and carrying a wheel, and and K, mounted at the ends of the guide F, a device for moving the cross-head in the said substantially as shown and described.

ALBERT 11' B. HENNIG.

3. In a derailing and replacing attachment, ADAM BETTIG the curved guide F, attached to the bottom of the car, the cross-head G, sliding in the said guide F, the forked arm H, pivoted to the said I crosshead G, and the wheel I, mounted in the l Witnesses:

B10111). SIEMoN, O. F. GUNZERT. 

